EP0178534A1 - Control device for a combustion engine with turbo compressor - Google Patents

Control device for a combustion engine with turbo compressor Download PDF

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Publication number
EP0178534A1
EP0178534A1 EP85112474A EP85112474A EP0178534A1 EP 0178534 A1 EP0178534 A1 EP 0178534A1 EP 85112474 A EP85112474 A EP 85112474A EP 85112474 A EP85112474 A EP 85112474A EP 0178534 A1 EP0178534 A1 EP 0178534A1
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EP
European Patent Office
Prior art keywords
exhaust gas
electric motor
combustion engine
control device
internal combustion
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP85112474A
Other languages
German (de)
French (fr)
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EP0178534B1 (en
Inventor
Hanns-Günther Dr. Bozung
Joachim Dipl.-Ing. Nachtigal
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Siemens AG
MAN B&W Diesel GmbH
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Siemens AG
MAN B&W Diesel GmbH
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Publication date
Application filed by Siemens AG, MAN B&W Diesel GmbH filed Critical Siemens AG
Publication of EP0178534A1 publication Critical patent/EP0178534A1/en
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Publication of EP0178534B1 publication Critical patent/EP0178534B1/en
Expired legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
    • F02B37/04—Engines with exhaust drive and other drive of pumps, e.g. with exhaust-driven pump and mechanically-driven second pump
    • F02B37/10—Engines with exhaust drive and other drive of pumps, e.g. with exhaust-driven pump and mechanically-driven second pump at least one pump being alternatively or simultaneously driven by exhaust and other drive, e.g. by pressurised fluid from a reservoir or an engine-driven pump
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
    • F02B37/005—Exhaust driven pumps being combined with an exhaust driven auxiliary apparatus, e.g. a ventilator
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
    • F02B37/12—Control of the pumps
    • F02B37/14—Control of the alternation between or the operation of exhaust drive and other drive of a pump, e.g. dependent on speed
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B39/00—Component parts, details, or accessories relating to, driven charging or scavenging pumps, not provided for in groups F02B33/00 - F02B37/00
    • F02B39/02—Drives of pumps; Varying pump drive gear ratio
    • F02B39/08—Non-mechanical drives, e.g. fluid drives having variable gear ratio
    • F02B39/10—Non-mechanical drives, e.g. fluid drives having variable gear ratio electric
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/0002—Controlling intake air
    • F02D41/0007—Controlling intake air for control of turbo-charged or super-charged engines
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies

Definitions

  • the invention relates to a control device for an internal combustion engine with an exhaust gas turbo radar, which consists of an exhaust gas turbine arranged on a common shaft and a compressor and can be driven by an electric motor, which converts the electric motor from the motor operation into the generator operation and electrical operation in the event of excess power in the exhaust gases Provides energy via a converter to an electrical memory, the control device being supplied with the actual speed of the exhaust gas turbocharger by a sensor, the actual voltage value of the electrical memory with a sensor and an acceleration signal value from a transmitter, and the control device using the supplied signal values to form control values for the converter to which a rapid acceleration of the combustion engine occurs during motor operation of the electric motor and the energy supplied by the electric motor is calibrated in generator operation.
  • a control device of this type is known from EP-A 0079 1 00.
  • the electrical energy in generator operation of the electric motor is supplied to an electrical storage unit which is battery-powered in order to have the energy available again for a subsequent acceleration process of the exhaust gas turbocharger .
  • the switchover from engine operation to generator operation and vice versa is carried out depending on the speed value of the exhaust gas turbocharger, the voltage value of the battery and the acceleration signal value by means of a mechanical or electronic switch relay, whereby in generator operation energy is supplied to the battery via an uncontrolled rectifier bridge and in engine operation energy from the Battery is fed into the stator winding of the electric motor via an inverter controlled by the control device.
  • the rectifier bridge and the inverter can also be replaced by a converter that can be operated in two directions.
  • a rapid acceleration of the internal combustion engine can be achieved by the known operating mode.
  • low-smoke combustion and economical fuel consumption cannot be achieved for the following reasons.
  • a corresponding amount of fuel is supplied to the internal combustion engine in direct proportion to the signal emitted by an acceleration transmitter.
  • the fuel quantity supplied requires a very specific amount of combustion air for low-smoke combustion, that is to say with optimum fuel-air ratio.
  • an exhaust gas turbine and a compressor are arranged on a common shaft.
  • the shaft can be driven by an electric motor, which is controlled in such a way that, in the event of excess power in the exhaust gases, the electric motor from engine operation transferred to generator operation and electrical energy is supplied to a grid fed by a power source.
  • the controllable electric motor shown there keeps the speed of the uncoupled exhaust gas turbocharger constant in the entire load range of the internal combustion engine by means of a corresponding control. This means that the compressor of the exhaust gas turbocharger always, i.e. provides consistently high performance regardless of the load on the internal combustion engine.
  • the internal combustion engine is always offered a constantly high amount of air with a constantly high charge air pressure. If, for example, the internal combustion engine is now to be accelerated from idling, the excess air in the lower and middle part-load range forces an increased fuel supply in order to guarantee the fuel-air ratio required in the internal combustion engine.
  • control device is designed in such a way that the electric motor can be switched to generator operation in the event of an excess of liquid on the exhaust gas turbine and electrical energy can then be supplied to the network fed by the energy source, provided that the electric motor is in motor operation the exhaust gas turbocharger over the entire load range of the internal combustion engine at a constant high speed, ie for constantly high charge air pressure and constant high charge air quantity, an aotcher can cause the switchover of the electric motor from motor operation to generator operation excess power in the exhaust gases supplied to the exhaust gas turbine for conversion into electrical energy can only be achieved by an excessive fuel supply.
  • control device of the type mentioned at the outset in that the electrical memory is formed by an electrical network, in particular an on-board electrical system, in that the control device is a control device which is designed as a computing device which, as an acceleration signal value, is supplied to the controller of the internal combustion engine Lead size as a setpoint and in addition from a sensor the boost pressure as the actual value and from a sensor the frequency value of the network as the actual value are supplied, the computing device, the control values for a tax rate of the converter from the actual values mentioned and from stored values, in particular the course of the charge air pressure or calculates the curve of the power supplied by the electric motor as a function of the power of the internal combustion engine, in which the internal combustion engine accelerates as quickly as possible while still maintaining low smoke e combustion sets optimal combustion air conditions and in generator operation of the electric motor a maximum of the excess exhaust gas energy as electrical energy in the
  • any desired acceleration of the internal combustion engine that is adapted to the desired operating mode can be achieved.
  • the always optimized combustion air ratio achieves a notable reduction in fuel consumption. Even in generator operation, the system efficiency is considerably improved by better use of the energy contained in the exhaust gas, because even in the higher speed range and load range of the internal combustion engine, the most favorable combustion-air ratio is always given.
  • control device being used in conjunction with an exhaust gas turbocharger which, due to an optimized design of the blades of the exhaust gas turbine and compressor, has such a high degree of efficiency that it is not necessary to make use of the total available exhaust gas quantity required to generate the air volume required in the upper load range of the internal combustion engine with the charge air pressure required for optimal combustion air ratio, and that without increased fuel supply achievable excess exhaust gas energy can be used for the conversion into electrical energy.
  • 1 is e.g. referred to as a diesel engine internal combustion engine to which an exhaust gas turbocharger 2 is assigned, which consists of an exhaust gas turbine 4 arranged on a common shaft 3 and a compressor 5.
  • the exhaust gas turbocharger can be driven by an electric motor 6 and is connected to the shaft 3 via a clutch 7.
  • the internal combustion engine 1 is equipped with a controller 2 4 for regulating the supply of fuel through the fuel injection system 25.
  • the engine power is specified as a reference variable via a setpoint generator 26.
  • the power 9 Consumer 12 as angesehlossen heating, air conditioning, transformers, lighting and derglei- c h s.
  • the control device for the electric motor 6 is designed as a computing device 13, which supplies the command variable supplied to the controller 24 of the internal combustion engine as a solitary value.
  • the computing device 13 also receives control variables from sensors, specifically from a sensor 14 designed, for example, as a tachogenerator, a value proportional to the speed of the exhaust gas turbocharger 2 as the actual value and / or from a sensor 15 a value proportional to the charge air pressure p L as the actual value.
  • a sensor 16 designed, for example, as a tachogenerator, a value proportional to the speed of the exhaust gas turbocharger 2 as the actual value and / or from a sensor 15 a value proportional to the charge air pressure p L as the actual value.
  • an actual value proportional to the voltage and / or the frequency of the network 9 is supplied to the computing device 13 by a sensor 16.
  • the computing device 13 calculates control values for the tax rate S of the converter 8 from the supplied setpoint and actual values and from stored values, in particular from the course of the boost pressure or the course of the supplied power of the electric motor 6 as a function of the power of the internal combustion engine 1 during the motor operation of the electric motor 6, the internal combustion engine 1 accelerates as quickly as possible while still having optimal pre-combustion stage ratios X for low-smoke combustion.
  • the control values which are supplied to the converter via the control rate S, determine the power and thus the speed of the electric motor 6.
  • the converter 8 is expediently designed as a pulse inverter with a DC voltage intermediate circuit and contains a machine-controlled inverter 17, which is connected via a DC voltage intermediate circuit 18 to a mains-operated reversing converter 19.
  • the inverter 17 is controlled by the control unit 20, to which corresponding control values are supplied by the computing device 13.
  • a control device 21 is assigned to the line-guided reversible converter 19, which receives corresponding control values from the computer 13 and reference values from the network 9
  • a maximum of the excess exhaust gas energy can be fed into the network 9 as electrical energy or can be fed to a network-independent consumer 27.
  • the switchover from engine operation to generator operation and vice versa is controlled as a function of a predeterminable value or as a function of a value of the charge air pressure or the power of the internal combustion engine 1 calculated by the computing device 13.
  • the control values supplied to the converter 8 determine the power output by the electric motors 6 working as a generator.
  • control device in connection with an exhaust gas turbocharger 2, which has such an efficiency due to an optimized design of the blading of turbine 4 and compressor 5 that the charge air quantity and charge air pressure required to generate the charge in the upper load range of the internal combustion engine are not sufficient entire available exhaust gas energy is used and the excess exhaust gas energy can thus be used for conversion into electrical energy without an increased fuel supply.
  • Optimization is achieved, for example, by using compressor wheels with backward curved blades and / or adjustable guide devices
  • exhaust gas turbochargers can be used.
  • the exhaust gas engine 1 is also assigned additional exhaust gas turbochargers 22, 23 which are controlled jointly by the computing device 13 and whose electric motors 6 are operated via the common converter 8.
  • the electric motors 6 When the electric motors 6 are designed as asynchronous motors, when the voltage and frequency are adjusted, they behave like common machines on a common network.
  • the electric motors 6 can also be designed as synchronous machines, in particular permanent magnet synchronous machines.

Abstract

Der Abgasturbolader (2) besteht aus einer auf einer gemeinsamen Welle (3) angeordneten Abgasturbine (4) und einem Verdichter (5) und ist von einem über eine Regeleinrichtung steuerbaren Elektromotor (6) antreibbar. Die Regeleinrichtung ist als Recheneinrichtung (13) ausgebildet, welcher die dem Regler (24) des Verbrennungsmotor (1) zugeleitete Führungsgröße als Sollwert und Istwerte zugeführt werden. Aus den zugeführten Soll- und Istwerten und aus gespeicherten Werten errechnet die Recheneinrichtung Steuerwerte, bei denen sich im Motorbetrieb des Elektromotors (6) eine rasche Beschleunigung des Verbrennungsmotors (1) bei trotzdem für eine raucharme Verbrennung optimalen Verbrennungsluftverhältnissen einstellt und im Generatorbetrieb des Elektromotors (6) ein Maximum der überschüssigen Abgasenergie als Elektroenergie über einen Stromrichter (8) in ein Netz (9) eingespeist werden kann. Die Umschaltung vom Motorbetrieb in Generatorbetrieb und umgekehrt wird abhängig von einem vorgebbaren oder von der Recheneinrichtung (13) errechneten Wert des Ladeluftdruckes oder der Leistung des Verbrennungsmotors (1) gesteuert.The exhaust gas turbocharger (2) consists of an exhaust gas turbine (4) arranged on a common shaft (3) and a compressor (5) and can be driven by an electric motor (6) which can be controlled by a control device. The control device is designed as a computing device (13), to which the command variable supplied to the controller (24) of the internal combustion engine (1) is supplied as setpoint and actual values. From the supplied setpoints and actual values and from stored values, the computing device calculates control values at which the internal combustion engine (1) accelerates rapidly during engine operation of the electric motor (1) while the combustion air conditions are optimal for low-smoke combustion and when the electric motor (6) is in generator mode ) a maximum of the excess exhaust gas energy can be fed as electrical energy via a converter (8) into a network (9). The switchover from engine operation to generator operation and vice versa is controlled as a function of a value of the charge air pressure or the output of the internal combustion engine (1) that can be specified or calculated by the computing device (13).

Description

Die Erfindung bezieht sich auf eine Steuereinrichtung für einen Verbrennungsmotor mit einem Abgaskurbdadar, der aus einer auf einer gemeinsamen Welle angeordneten Abgasturbine und einem Verdichter besteht und von einem Elektromotor antreibbar ist, die bei Leistungsüberschuß in den Abgasen den Elektromotor vom Motorbetrieb in den Generatorbetrieb überführt und elektrische Energie Ober einen Stromrichter an einen elektrischen Speicher liefert, wobei der Steuereinrichtung von einem Meßfühter der Drehzahtistwert des Abgasturboladsrs, von einem Meßfühter der Spannungsistwert des elektrischen Speichers und von einem Geber ein Bexhleunigungsignalwert zugeführt werden und die Steuereinrichtung aus den zugeführten Signalwerten Steuerwerte für den Stromrichter bildet bei denen sich im Motorbetrieb des Elektromotors eine rasche Beschleunigung des Verbrennungsmotas einstellt und im Genaratorbetriee die vom Elektromotor gelieferte Energie gteichgerichtet wird.The invention relates to a control device for an internal combustion engine with an exhaust gas turbo radar, which consists of an exhaust gas turbine arranged on a common shaft and a compressor and can be driven by an electric motor, which converts the electric motor from the motor operation into the generator operation and electrical operation in the event of excess power in the exhaust gases Provides energy via a converter to an electrical memory, the control device being supplied with the actual speed of the exhaust gas turbocharger by a sensor, the actual voltage value of the electrical memory with a sensor and an acceleration signal value from a transmitter, and the control device using the supplied signal values to form control values for the converter to which a rapid acceleration of the combustion engine occurs during motor operation of the electric motor and the energy supplied by the electric motor is calibrated in generator operation.

Eine Steuereinrichtung dieser Art ist aus der EP-A 0079100 bekannt Bei diesar bekannten Steuereinrichtung wird die elektrische Energie im Generatorbetrieb des Elektromotors in einen von einer Batterie susgebikieten elektrischen Speicher getiefert, um die Energie für einen folgenden Beschleunigungsvorgang des Abgasturboladers wieder zur Verfügung zu haben. Die Umschalung vom Motorbetrieb in den Generaorbetrieb und umgekehrt wird abhängig vom Drehzahlwert des Abgasturboladers, vom Spannungswert der Batterie und vom Beschleunigungssignatwert mittels eines mechanischen oder elektronischen Umschattretais vorgenommen, wobei bei Generatorbetrieb Energie Ober eine ungesteuerte Gleichrichterbrucke an die Batterie geliefert wird und bei Motorbetrieb Energie aus der Batterie Ober einen von der Steuereinrichtung gesteuerten Wechselrichter in die Ständerwicklung des Elektromotors eingespeist wird. Die Gleichrichterbrücke und der Wechselrichter können dabei auch durch einen in zwei Richtungen betreibbaren Stromrichter ersetzt werden. Durch die bekannte Betriebsart ist zwar eine rasche Beschleunigung des Verbrennungsmotors erreichbar. Eine raucharme Verbrennung ist dabei aber ebenso wie ein günstiger Brennstoffverbrauch nicht erzielbar, aus folgenden GrOnden. Direkt proportional dem von einem Beschieunigungsgeber abgegebenen Signal wird der Brennkraftmaschine Brennstoff in entsprechender Menge zugeführt Diese zugefOhrte Brennstoffmengo erfordert aber für eine raucharme Verbrennung, also bei optimalem Brennstoff-Luftverhättnis, eine ganz bestimmte Verbrennungsiuftmenge. Wenn nun aber im bekannten Fall Abgas mit einer überwhüssigen Energie erzeugt werden soll, dann ist dies dort nur unter Inkaufnahme einer überhöhten Brennstoffzufuhr zu Brennkraftmaschine möglich, was zwangsläufig zu einem für die Verbrennung ungünstigen Brennstoff-Luftverhältnis und damit zu einer Abgastrübung führen muß. Weder diese überhöhte Brennstoffzufuhr noch das sich ergebende Brennstoff-Luftverhattnis zur Erzeugung anderweitig ausnützbarer Abgasüberachußenergie sind erwünscht Die erhöhte Brennstoffmenge steigert die Betriebskosten. Die verschlechterte Abgaszusammensetzung ist in der Regel insbeaondere aus Sicht der geltenden Abgasbesümmungen nicht zulässig.A control device of this type is known from EP-A 0079 1 00. In this known control device, the electrical energy in generator operation of the electric motor is supplied to an electrical storage unit which is battery-powered in order to have the energy available again for a subsequent acceleration process of the exhaust gas turbocharger . The switchover from engine operation to generator operation and vice versa is carried out depending on the speed value of the exhaust gas turbocharger, the voltage value of the battery and the acceleration signal value by means of a mechanical or electronic switch relay, whereby in generator operation energy is supplied to the battery via an uncontrolled rectifier bridge and in engine operation energy from the Battery is fed into the stator winding of the electric motor via an inverter controlled by the control device. The rectifier bridge and the inverter can also be replaced by a converter that can be operated in two directions. A rapid acceleration of the internal combustion engine can be achieved by the known operating mode. However, low-smoke combustion and economical fuel consumption cannot be achieved for the following reasons. A corresponding amount of fuel is supplied to the internal combustion engine in direct proportion to the signal emitted by an acceleration transmitter. However, the fuel quantity supplied requires a very specific amount of combustion air for low-smoke combustion, that is to say with optimum fuel-air ratio. If, however, in the known case exhaust gas is to be generated with an excessive amount of energy, then this is only possible there by accepting an excessive fuel supply to the internal combustion engine, which inevitably has to lead to an unfavorable fuel-air ratio for combustion and thus to exhaust gas turbidity. Neither this excessive fuel supply nor the resulting fuel-air ratio for generating exhaust gas excess energy that can be used in any other way are desired. The increased amount of fuel increases the operating costs. The deteriorated exhaust gas composition is generally not permissible, particularly from the point of view of the applicable exhaust gas curtain.

Bei einer aus der DE-A 2206450 bekannten Steuereinrichtung für einen Verbrennungsmotor mit einem Abgasturbolader sind auf einer gemeinsamen Welle eine Abgasturbine und ein Verdichter angeordnet Die Welle ist von einem Elelektromotor antreibbar, der so gesteuert ist, daß bei Leistungsüberschuß in den Abgasen der Elektromotor von Motorbetrieb in den Generatorbetrieb überführt und elektrische Energie an ein von einer Speisequelle gespeistes Netz geliefert wird. Entscheiderdes Beurteilungs- und Vergleichskriterium ist dabei, daß der dort wrgesehene regelbare Elektromotor durch eine entsprechende Steuerung die Drehzahl des abgekoppelten Abgasturbdaders im gesamten Lastbereich der Brennkraftmaschine konstant halt Dies bedeutet, daß der Verdichter des Abgasturbotaders immer, d.h. unabhängig von der jeweiligen Betastung der Brennkrsftmaschine eine konstant hohe Leistung erbringt. mit der Folge, daß der Brennkraftmaschine immer eine konstant hohe Luftmenge mit konstant hohem Ladetuftdruck angeboten wird. Wenn die Brennkraftmaschine nun beispielsweise aus dem Leerlauf heraus beschleunigt werden soll, dann erzwingt der im unteren und mittleren Teillastbereich gegebene Luftüberschuß eine erhöhte Brennstoffzufuhr, um das im Verbrennungsmotor erforderliche Brennstoff-Luftverhattnis zu gewähneisten.In a control device known from DE-A 2206450 for an internal combustion engine with an exhaust gas turbocharger, an exhaust gas turbine and a compressor are arranged on a common shaft. The shaft can be driven by an electric motor, which is controlled in such a way that, in the event of excess power in the exhaust gases, the electric motor from engine operation transferred to generator operation and electrical energy is supplied to a grid fed by a power source. Decisive of the assessment and comparison criterion is that the controllable electric motor shown there keeps the speed of the uncoupled exhaust gas turbocharger constant in the entire load range of the internal combustion engine by means of a corresponding control. This means that the compressor of the exhaust gas turbocharger always, i.e. provides consistently high performance regardless of the load on the internal combustion engine. with the result that the internal combustion engine is always offered a constantly high amount of air with a constantly high charge air pressure. If, for example, the internal combustion engine is now to be accelerated from idling, the excess air in the lower and middle part-load range forces an increased fuel supply in order to guarantee the fuel-air ratio required in the internal combustion engine.

Entsprechend einem weiteren Kriterium ist bei dieser bekannten Lösung die Steuereinrichtung so ausgebildst, daß der Elektromotor bei einem Loistungsüberschuß an der Abgasturbine in den Generatorbetrieb umschaltbar ist und dann elektrische Energie in das von der Energiequelle gespeiste Netz lieferbar ist Unter der Voraussetzung, daß der Elektromotor im Motorbetrieb den Abgasturbolader Ober den gesamten Lastberetch der Brennkraftmaschine mit konstant hoher Drehzahl, d.h. für konstant hohen Ladetuftdruck und konstant hohe Ladeiuftmenge antreibt, kann ein aotcher die Umschaltung des Elektromotors vom Motorbetrieb auf Genera6orbetrieb verursachender Leistungsüberschuß in den der Abgasturbine zugeführten Abgasen für eine Umwandlung in elektrische Energie nur durch eine überhöhte Brennstoffzufuhr erzielt werden.According to a further criterion, in this known solution the control device is designed in such a way that the electric motor can be switched to generator operation in the event of an excess of liquid on the exhaust gas turbine and electrical energy can then be supplied to the network fed by the energy source, provided that the electric motor is in motor operation the exhaust gas turbocharger over the entire load range of the internal combustion engine at a constant high speed, ie for constantly high charge air pressure and constant high charge air quantity, an aotcher can cause the switchover of the electric motor from motor operation to generator operation excess power in the exhaust gases supplied to the exhaust gas turbine for conversion into electrical energy can only be achieved by an excessive fuel supply.

Es ist daher Aufgabe der Erfindung, eine Steuereinrichtung der eingangs definierten Art so zu verbessern, daß im Betrieb der Brennkraftmaschine mit einem gegenüber den bekannten Ausführungen geringeren Brennstoffverbrauch sowohl eine besaere Beschleunigung desselben im Teillastbereich, insbesondere beim Start und im unteren Teillastbereich, als auch eine günstigste Umwandlung von überschussiger Abgasenergie in etektrische Energie möglich ist, die nicht wie in den bekannten Fällen einer Batiarie, sondern einem hiermit zu versorgenden, im Umfeld der Brennkraftmaschine vorhandenen Abnehmer zugefuhrt werden soll, dessen spezifische Gegebenheiten bei der Auslegung der Steuereinrichtung ebenfalls berücksichtigt werden müssen.It is therefore an object of the invention to improve a control device of the type defined in the introduction such that, when the internal combustion engine is operating with a lower fuel consumption compared to the known designs, it has both an accelerated acceleration in the part-load range, in particular when starting and in the lower part-load range, and an economical one Conversion of excess exhaust gas energy into electrical energy is possible, which should not be supplied, as in the known cases of a batiarie, but rather to a customer to be supplied with it and present in the vicinity of the internal combustion engine, the specific circumstances of which must also be taken into account when designing the control device.

Diese Aufgabe ist bei einer Steuereinrichtung der eingangs genannten Art erfindungsgemäß dadurch gelöst, daß der elektrische Speicher durch ein elektrisches Netz, insbesondere Bordnetz gebildet ist, daß die Steuereinrichtung eine Regeleinrichtung ist, die als Recheneinrichtung ausgebildet ist, welcher als Beschteunigungssignatwert die dem Regler des Verbrennungsmotors zugeführte Führungagröße als Sollwert und zusätzlich von einem Meßfühler der Ladedruck als Istwert und von einem Meßfühler der Frequenzwert des Netzes als Istwert zugeführt werden, wobei die Recheneinrichtung die Steuerwerte für einen Steuersatz des Stromrichters aus den genannten Istwerten sowie aus gespeicherten Werten, insbesondere dem Verlauf des Ladeluftdruckes oder dem Verlauf der zugespeisten Leistung des Elektromotors als Funktion der Leistung des Verbrennungsmotors errechnet, bei denen sich im Motorbetrieb des Elektromotors eine möglichst rasche Beschleunigung des Verbrennungsmotors bei trotzdem für eine raucharme νerbrennung optimalen Verbrennungsluftverhältnissen einstellt und im Generatorbetrieb des Elektromotors ein Maximum der überschüssigen Abgasenergie als Elektroenergie in dasThis object is achieved according to the invention in a control device of the type mentioned at the outset in that the electrical memory is formed by an electrical network, in particular an on-board electrical system, in that the control device is a control device which is designed as a computing device which, as an acceleration signal value, is supplied to the controller of the internal combustion engine Lead size as a setpoint and in addition from a sensor the boost pressure as the actual value and from a sensor the frequency value of the network as the actual value are supplied, the computing device, the control values for a tax rate of the converter from the actual values mentioned and from stored values, in particular the course of the charge air pressure or calculates the curve of the power supplied by the electric motor as a function of the power of the internal combustion engine, in which the internal combustion engine accelerates as quickly as possible while still maintaining low smoke e combustion sets optimal combustion air conditions and in generator operation of the electric motor a maximum of the excess exhaust gas energy as electrical energy in the

Netz einspeisbar oder einem netzunabhängigen Verbraucher zuführbar ist, und daß die Umschaltung vom Motorbetrieb in den Generatorbetrieb und umgekehrt abhängig von einem vorgebbaren oder von der Recheneinrichtung errechneten Wert des Ladetuftdruckes oder der Leistung des Verbrennungamotars gesteuert wird, und daß diese Steuereinrichtung in Verbindung mit einem Abgasturbolader angewandt wird, der aufgrund einer optimierten Auslegung der Beschaufelung von Abgasturbine und Verdichter einen solch hohen Wirkungsgrad besitzt daß zur Erzeugung der im oberen Lastbereich der Brennkraitrnaschine erforderlichen Ladeluftmenge mit für optimales Verbrennungsluftvorhältnis erforderlichem Ladeluftdruck nicht die gesamte verfügbare Abgasmenge susgenütrt werden muß und die ohne erhöhte Brennstoffzufuhr erzielbare überschüssige Abgasenergie für die Umwandlung in elektrische Energie nutzbar ist.Can be fed into the grid or fed to a grid-independent consumer, and that the switchover from engine operation to generator operation and vice versa is controlled depending on a predeterminable value or the value of the charge air pressure or the power of the combustion engine calculated by the computing device, and that this control device is used in connection with an exhaust gas turbocharger which, due to an optimized design of the blading of the exhaust gas turbine and compressor, has such a high efficiency that it is not necessary to use the entire available exhaust gas quantity and to generate the excess exhaust gas quantity that can be achieved without increasing the fuel supply in order to generate the charge air quantity required in the upper load range of the internal combustion engine with the charge air pressure required for an optimal combustion air ratio Exhaust gas energy can be used for conversion into electrical energy.

Mit einer derartigen Steuereinrichtung kann bei immer optimiertem Verbrennungs-Luftverhältnis jede beliebige an die gewünschte Betriebsweise angepaßte Beschleunigung der Brennkraftmaschine erreicht werden. Darüberhinaus wird durch das immer optimierte Verbrennungs- Luftverhältnis eine nennenswerte Reduzierung des Brennstoffverbrauches erzielt. Auch im Generatorbetrieb ist durch eine bessare Nutzung der im Abgas enthaltenden Energie der Systemwirkungsgrad erheblich verbessert, weil selbst im höheren Drehzahlbereich und Lastbereich der Brennkraftmaschine immer das günstigste Verbrennungs-Luftverhältnis gegeben ist Letzteres wird insbesondere auch dadurch sichergestellt das die Steuereinrichtung in Verbindung mit einem Abgasturbotader angewandt wird, der aufgrund einer optimierten Auslegung der Beschaufelungen von Abgasturbine und Verdichter einen solch hohen Wirkungsgrad besitzt daß zur Erzeugung der im oberen Lastbereich der Brennkraftmaschine enordertichen Luftmenge mit für optimalea Verbrennungs-Luftverhattnis erfordertichem Ladeluftdruck nicht die gesemte Verfügbare Abgasmenge ausgenützt werden muß und die ohne erhöhte Brennsioffzufuhr erzielbare überschüssige Abgasenergie für die Umwandlung in elektriache Energie nutzbar ist. Dieser entscheidende Fortachritt ist mithin erst durch die Optimierung der Abgasturbolader möglich geworden, wobei dieser Fortschritt sich beispielsweiae bei der Anwendung der Brennkraftmaschine als Antriebsorgan auf Schiffen unter Verwendung der erfindungsgemäßen Steuereinrichtung inaofern als besonders vorteilhaft erweist, weil in vielen Fallen die aus der überschüssgen Abgasenergie durch entsprechende Umwandlung erzielbare elektrische Energie alleine schon ausreicht, das gesamte elektrische Bordnetz und die daran angeschlossenen Verbraucher hinreichend zu versorgen. Dies wiederum ermöglicht eine hinsichtlich ihrer Leistungsgroße vergleichsweise kleinere Auslegung der an Bord eines Schiffes unabhängig von der Brennkrafanaschinenanlage vorhandenen Diesel-Generataranlage, die jene elektrische Energie erzeugt, die den Grundbedarf des vorhandenen elektrischen Bordnetzes und der daran angeschlossenen Verbraucher sicherstallt.With such a control device and with the combustion-air ratio always being optimized, any desired acceleration of the internal combustion engine that is adapted to the desired operating mode can be achieved. In addition, the always optimized combustion air ratio achieves a notable reduction in fuel consumption. Even in generator operation, the system efficiency is considerably improved by better use of the energy contained in the exhaust gas, because even in the higher speed range and load range of the internal combustion engine, the most favorable combustion-air ratio is always given. The latter is also ensured in particular by the control device being used in conjunction with an exhaust gas turbocharger which, due to an optimized design of the blades of the exhaust gas turbine and compressor, has such a high degree of efficiency that it is not necessary to make use of the total available exhaust gas quantity required to generate the air volume required in the upper load range of the internal combustion engine with the charge air pressure required for optimal combustion air ratio, and that without increased fuel supply achievable excess exhaust gas energy can be used for the conversion into electrical energy. This crucial advance has therefore only become possible through the optimization of the exhaust gas turbocharger, this progress proving to be particularly advantageous, for example, when using the internal combustion engine as a drive element on ships using the control device according to the invention, because in many cases the excess exhaust gas energy is generated by corresponding Conversion achievable electrical energy alone is sufficient to adequately supply the entire electrical system and the consumers connected to it. This, in turn, enables a comparatively smaller design of the diesel generator system on board a ship, which is independent of the internal combustion engine system, and which generates the electrical energy which ensures the basic requirements of the existing electrical system and the consumers connected to it.

Ein Ausführungsbeispiel der Erfindung ist in der Zeich- rung schematisch dargestelltAn embodiment of the invention is shown schematically in the drawing

In der Figur ist mit 1 ein z.B. als Dieselmotor susgebildeter Verbrennungsmotor bezeichnet dem ein Abgasturbolader 2 zugeordnet ist der aus einer auf einer gemeinsamen Welle 3 angeordneten Abgasturbine 4 und einem Verdichter 5 besteht Der Abgasturbolader ist von einem Elektromotor 6 antreibbar und über eine Kupplung 7 mit der Welle 3 verbunden.In the figure, 1 is e.g. referred to as a diesel engine internal combustion engine to which an exhaust gas turbocharger 2 is assigned, which consists of an exhaust gas turbine 4 arranged on a common shaft 3 and a compressor 5. The exhaust gas turbocharger can be driven by an electric motor 6 and is connected to the shaft 3 via a clutch 7.

Der Verbrennurigsmotor 1 ist mit einem Regler 24 zur Regelung der Brennsieffzufuhr über das Brennstoffeinsprinsystem 25 ausgerüstet. Die Motorleistung wird über einen Sollwertgeber 26 als Führungsgröße vorgegeben.The internal combustion engine 1 is equipped with a controller 2 4 for regulating the supply of fuel through the fuel injection system 25. The engine power is specified as a reference variable via a setpoint generator 26.

Der von einer eiganen Regeleinrichtung gesteuerte Elektromotor 6 ist über einen Stromrichter 8 mit dem Netz 9 verbunden, das von Dieset-Generatorsätzen 10, 11 gespeist wird. An das Netz 9 sind Verbraucher 12, wie Heizung, Klimaanlagen, Transformatoren, Beleuchtung und derglei- chen angesehlossen.The electric motor 6, which is controlled by a separate control device, is connected via a converter 8 to the network 9, which is fed by dieset generator sets 10, 11. Have the power 9 Consumer 12 as angesehlossen heating, air conditioning, transformers, lighting and derglei- c h s.

Die Regeleinrichtung für den Elektromotor 6 ist als Recheneinrichtung 13 ausgebildet, weicher die dem Regler 24 des Verbrennungsmotors zugeführte Führungsgröße als Soliwert zugeleitet wird. Die Recheneinrichtung 13 erhält außerdem von Meßfühlem Steuergrößen und zwar von einem z.B. als Tachogenerator ausgebildeten Meßfühler 14 einen der Drehzahl des Abgasturboladers 2 proportionalen Wert als Istwert und/oder von einem Meßfühler 15 einem den Ladeluftdruck pL proportionalen Wert als lstwert. Darüberhinaus wird von einem Meßfühler 16 ein der Spannung und/oder der Frequenz des Netzes 9 proportionaler Istwert der Recheneinrichtung 13 zugeführt.The control device for the electric motor 6 is designed as a computing device 13, which supplies the command variable supplied to the controller 24 of the internal combustion engine as a solitary value. The computing device 13 also receives control variables from sensors, specifically from a sensor 14 designed, for example, as a tachogenerator, a value proportional to the speed of the exhaust gas turbocharger 2 as the actual value and / or from a sensor 15 a value proportional to the charge air pressure p L as the actual value. In addition, an actual value proportional to the voltage and / or the frequency of the network 9 is supplied to the computing device 13 by a sensor 16.

Die Recheneinrichtung 13 errechnet aus den zugeführten Soll- und Istwerten und aus gespeicherten Werten, insbe sondere aus dem Verlauf des Ladedruckes oder dem Verlauf der zugespeisten Leistung des Elektromotors 6 als Funktion der Leistung des Verbrennungsmotors 1 Steuerwerte für den Steuersatz S des Stromrichters 8, bei denen sich im Motorbetrieb des Elektromotors 6 eine möglichst rasche Beschleunigung des Verbrennungsmotors 1 bei trotzdem für eine raucharme Verbrennung optimalen Vorbrennungstuftverhattnissen X einstellt. Die Steuerwerte, die dem Stromrichter über den Steuersatz S zugeführt werden, bestimmen die Leistung und damit die Drehzahl des Elektromotos 6.The computing device 13 calculates control values for the tax rate S of the converter 8 from the supplied setpoint and actual values and from stored values, in particular from the course of the boost pressure or the course of the supplied power of the electric motor 6 as a function of the power of the internal combustion engine 1 during the motor operation of the electric motor 6, the internal combustion engine 1 accelerates as quickly as possible while still having optimal pre-combustion stage ratios X for low-smoke combustion. The control values, which are supplied to the converter via the control rate S, determine the power and thus the speed of the electric motor 6.

Bei Leistungsüberschuß in den Abgasen wird der Elektromotor durch entsprechende Ansteuerung des Stromrichters vom Motorbetrieb in den Generatorbetrieb überführtIn the event of excess power in the exhaust gases, the electric motor is switched from motor operation to generator operation by appropriately controlling the converter

Der Stromrichter 8 ist zweckmäßigerweise als Pulswechsetrichter mit Gleichspannungszwisehenkreis ausgebildet und enthält einen maschinengeführten Wechselrichter 17, der über einen Gleichspannungszwischenkreis 18 mit einem netzgeführten Umkehrstromrichter 19 verbunden ist Der Wechselrichter 17 wird vom Steuergerät 20 angesteuert, dem entsprechende Steuerwerte von der Recheneinrichtung 13 zugeführt werden. In ähnlicher Weise ist dem netzgeführten Umkehrstromrichter 19 ein Steuergerät 21 zugeordnet, das vom Rechner 13 entsprechende Steuerwerte und vom Netz 9 Referenzwerte erhältThe converter 8 is expediently designed as a pulse inverter with a DC voltage intermediate circuit and contains a machine-controlled inverter 17, which is connected via a DC voltage intermediate circuit 18 to a mains-operated reversing converter 19. The inverter 17 is controlled by the control unit 20, to which corresponding control values are supplied by the computing device 13. In a similar way, a control device 21 is assigned to the line-guided reversible converter 19, which receives corresponding control values from the computer 13 and reference values from the network 9

Im Generatorbetrieb des Elektromotors 6 ist ein Maximum der überschüssigen Abgasenergie als Elektroenergie in das Netz 9 einspeisbar oder einem netzunabhängigen Verbraucher 27 zu führbar.In generator operation of the electric motor 6, a maximum of the excess exhaust gas energy can be fed into the network 9 as electrical energy or can be fed to a network-independent consumer 27.

Die Umschaltung vom Motorbetrieb in den Generatorbetrieb und umgekehrt wird abhängig von einem vorgebbaren Wert oder abhängig von einem von der Recheneinrichtung 13 errechneten Wert des Ladeluftdruckes oder der Leistung des Verbrennungsmotors 1 gesteuert. Dabei bestimmen die dem Stromrichter 8 zugefühften Steuerwerte die von dem als Generator arbeitenden Elektromotoren 6 abgegebene Leistung.The switchover from engine operation to generator operation and vice versa is controlled as a function of a predeterminable value or as a function of a value of the charge air pressure or the power of the internal combustion engine 1 calculated by the computing device 13. The control values supplied to the converter 8 determine the power output by the electric motors 6 working as a generator.

Besondere Vorteile ergeben sich durch die Anwendung der Steuereinrichtung in Verbindung mit einem Abgasturbolader 2, der aufgrund einer optimierten Auslegung der Beschaufelung von Turbine 4 und Verdichter 5 einen solchen Wirkungsgrad besitzt, daß zur Erzeugung der im oberen Lastbereich der Brennkraftmaschine notwendigen Ladeluftmenge und des Ladeluftdruckes nicht die gesamte verfügbare Abgasenergie verwendet wird und die dadurch ohne erhöhte Brennstoffzufuhr überschüssige Abgasenergie für die Umwandlung in elektrische Energie nutzbar ist. Eine Optimierung wird beispielsweise durch Anwendung von Verdichterrädem mit rückwärts gekrümmten Schaufeln und/oder verstellbaren Leitapparaten erzieltParticular advantages result from the use of the control device in connection with an exhaust gas turbocharger 2, which has such an efficiency due to an optimized design of the blading of turbine 4 and compressor 5 that the charge air quantity and charge air pressure required to generate the charge in the upper load range of the internal combustion engine are not sufficient entire available exhaust gas energy is used and the excess exhaust gas energy can thus be used for conversion into electrical energy without an increased fuel supply. Optimization is achieved, for example, by using compressor wheels with backward curved blades and / or adjustable guide devices

Abhängig von der Leistung oder Zylinderzahl des Verbrennungsmotors 1 können mehrere Abgasturbolader eingesetzt werden. Im vorliegenden Fall sind dem Verbenungsmotor 1 zusätzlich zum Abgasturbolader 2 weitere Abgasturbolader 22, 23 zugeordnet, die von der Recheneinrichtung 13 gemensam angesteuert und deren Elektromotoren 6 über den gemeinsamen Stromrichter 8 betrieben werden.Depending on the power or number of cylinders of the internal combustion engine 1, several exhaust gas turbochargers can be used. In the present case, in addition to the exhaust gas turbocharger 2, the exhaust gas engine 1 is also assigned additional exhaust gas turbochargers 22, 23 which are controlled jointly by the computing device 13 and whose electric motors 6 are operated via the common converter 8.

Bei Ausbildung der Elektromotoren 6 als Asynchronmotoren verhalten sie sich bei Verstellung der Spannung und Frequenz wie übliche Maschinen an einem gemeinsamen Netz.When the electric motors 6 are designed as asynchronous motors, when the voltage and frequency are adjusted, they behave like common machines on a common network.

Die Elektromotoren 6 können auch als Synchronmaschinen, insbesondere permanenterregte Synchronmaschinen, ausgebildet sein.The electric motors 6 can also be designed as synchronous machines, in particular permanent magnet synchronous machines.

Es ist zweckmäßig, den Elektromotor 6 mit einer Sprühölkühlung auszurüsten. Dadurch wird eine gedrängte Bauweise erzielt und ein Einbau z.B. in den Ansaugschalldämpier des Abgasturboladers 2 bzw. 22 bzw. 23 ermöglichtIt is expedient to equip the electric motor 6 with a spray oil cooling system. This results in a compact design and installation e.g. in the intake silencer of the exhaust gas turbocharger 2 or 22 or 23

BezuaszeichenlisteReference list

  • 1 Verbrennungsmotor1 internal combustion engine
  • 2 Abgasturbolader2 turbochargers
  • 3 Welle3 wave
  • 4 Abgasturbine4 exhaust gas turbine
  • 5 Verdichter5 compressors
  • 6 Elektromotor6 electric motor
  • 7 Kupplung7 clutch
  • 8 Stromrichter8 power converters
  • 9 Netz9 network
  • 10, 11 Diesel-Generatorsätze10, 11 diesel generator sets
  • 12 Verbraucher12 consumers
  • 13 Recheneinrichtung13 computing device
  • 14, 15, 16 Meßfühler14, 15, 16 sensors
  • 17 Wechselrichter17 inverters
  • 18 Gleichspannungszwischenkreis18 DC link
  • 19 Umkehrstromrichter19 inverter
  • 20, 21 Steuergerät20, 21 control unit
  • 22, 23 Abgasturbolader22, 23 exhaust gas turbochargers
  • 24 Regler24 controllers
  • 25 Brennstoffeinspritzsystem25 fuel injection system
  • 26 Sollwertgeber26 setpoint adjuster
  • S SteuersatzS tax rate
  • PL LadeluftdruckP L charge air pressure

Claims (3)

1. Steuereinrichtung für einen Verbrennungsmotor mit einem Abgasturbolader, der aus einer auf einer gemeinsamen Welle angeordneten Abgasturbine und einem Verdichter besteht und von einem Elektromotor antreibbar ist, die bei Leistungsüberschuß in den Abgasen den Elektromotor vom Motorbetrieb in den Generatorbetrieb überführt und elektrische Energie über einen Stomrichter an einen elektrischen Speicher liefert, wobei der Steuereinrichtung von einem Meßfühler (14) der Drehzahlistwert des Abgasturboladers (2), von einem MeßfOhler (1.6) der Spannungsistwert des elektrischen Speichers und von einem Geber ein Beschleunigungssignalwert zugeführt werden und die Steuereinrichtung aus den zugeführten Signawerten Steuerwerte für den Stromrichter (8) bildet, bei denen sich im Motorbetrieb des Elektromotors (6) eine rasche Beschleunigung des Varbrennungsmotors einstellt und im Generatorbetrieb die vom Elektromotor gelieferte Energie gleichgerichtet wird, dadurch gekennzeichnet, daß der elektrsche Speicher durch ein elektrisches Netz, insbesondere Bordnetz (9) gebildet ist, daß die Steuereinrichtung eine Regeleinrichtung ist, die als Recheneinrichtung (13) ausgebildet ist, weicher als Beschleunigungssignalwert die dem Regler (24) des Verbrennungsmotors (1) zugeführte Führungsgröße als Sollwert und zusätzlich von einem Meßfühler (15) der Ladedruck als Istwert und von einem Meßfühler (16) der Frequenzwert des Netzes (9) als Istwert zugeführt werden, wobei die Recheneinrichtung (13) die Steuerwerte für einen Steuersatz (S) des Stromrichters aus den genannten Istwerten sowie aus gespeicherten Werten, insbesondere dem Verlauf des Ladedruckes oder dem Verlauf der zugespeisten Leistung des Elektromotors (6) als Funktion der Leistung des Verbrennungsmotors (1) errechnet, bei denen sich im Motorbetrieb des Elektromotors (6) eine möglichst rasche Beschleunigung des Verbrennungsmotors (1) bei trotzdem für eine raucharme Verbrennung optimalen Verbrennungsluftverhältnissen (X) einstellt und im Generatorbetrieb des Elektromotors (6) ein Maximum der überschüssigen Abgasenergie als Elektroenergie in das Netz einspeisbar oder einem netzunabhängigen Verbraucher (27) zuführbar ist, und daß die Umschaltung vom Motorbetrieb in den Generatorbetrieb und umgekehrt abhängig von einem vorgebbaren oder von der Recheneinrichtung (13) errechneten Wert des Ladeluftdruckes oder der Leistung des Verbrennungsmotors (1) gesteuert wird, und daß diese Steuereinrichtung in Verbindung mit einem Abgasturbolader angewandt wird, der aufgrund einer optimierten Auslegung der Beschaufelungen von Abgasturbine (4) und Verdichter (5) einen solch hohen Wirkungsgrad besitzt, daß zur Erzeugung der im oberen Lastbereich der Brennkraftmaschine (1) erforderlichen Ladeluftmenge mit für optimales Verbrennungsluftverhältnis (X) erforderlichem Ladeluftdruck nicht die gesamte verfügbare Abgasmenge ausgenützt werden muß und die ohne erhöhte Brennstoffzufuhr erzielbare überschüssige Abgasenergie für die Umwandlung in elektrische Energie nutzbar ist1.Control device for an internal combustion engine with an exhaust gas turbocharger, which consists of an exhaust gas turbine arranged on a common shaft and a compressor and can be driven by an electric motor, which transfers the electric motor from the motor operation to the generator operation when there is excess power in the exhaust gases and electrical energy via a power converter supplies to an electrical memory, the control device being supplied with the actual speed value of the exhaust gas turbocharger (2) by a sensor (14), the actual voltage value of the electrical memory with a sensor (1.6) and an acceleration signal value from a sensor and the control device with control values from the supplied signal values for the converter (8), in which a rapid acceleration of the Var combustion engine occurs during motor operation of the electric motor (6) and the energy supplied by the electric motor is rectified in generator operation, characterized in that the electrical voltage Eicher is formed by an electrical network, in particular electrical system (9), that the control device is a control device which is designed as a computing device (13), softer than the acceleration signal value, the command variable supplied to the controller (24) of the internal combustion engine (1) as a setpoint and additionally from a sensor (15) the boost pressure as the actual value and from a sensor (16) the frequency value of the network (9) are supplied as the actual value, the computing device (13) the control values for a tax rate (S) of the converter from the actual values mentioned and is calculated from stored values, in particular the profile of the boost pressure or the profile of the power supplied by the electric motor (6) as a function of the power of the internal combustion engine (1), in which the internal combustion engine (1) accelerates as quickly as possible when the electric motor (6) is operating. with optimal combustion air conditions (X) for a smoke-free combustion and Generator operation of the electric motor (6) a maximum of the excess exhaust gas energy can be fed into the network as electrical energy or fed to a network-independent consumer (27), and that the switchover from motor operation to generator operation and vice versa depends on a predefinable or calculated by the computing device (13) Value of the charge air pressure or the power of the internal combustion engine (1) is controlled, and that this control device is used in connection with an exhaust gas turbocharger which, due to an optimized design of the blades of the exhaust gas turbine (4) and compressor (5), has such a high efficiency that To generate the charge air quantity required in the upper load range of the internal combustion engine (1) with the charge air pressure required for the optimal combustion air ratio (X), the entire available exhaust gas quantity does not have to be used and the excess exhaust gas energy that can be achieved without increased fuel supply for the conversion into el electrical energy is usable 2. Steuereinrichtung nach Anspruch 1, dadurch gekennzeichnet, daß der Elektromotor (6) als Asynchronmaschine ausgebildet ist.2. Control device according to claim 1, characterized in that the electric motor (6) is designed as an asynchronous machine. 3. Steuereinrichtung nach Anspruch 1, dadurch gehennzelchnet, daß der Elektromotor (6) als Synchronmaschine, insbesondere permanenterregte Synchronmaschine ausgebildet ist3. Control device according to claim 1, characterized gehtnzelchnet that the electric motor (6) is designed as a synchronous machine, in particular permanently excited synchronous machine
EP85112474A 1984-10-16 1985-10-02 Control device for a combustion engine with turbo compressor Expired EP0178534B1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE3437872A DE3437872C1 (en) 1984-10-16 1984-10-16 Control device for an internal combustion engine with an exhaust gas turbocharger
DE3437872 1984-10-16

Publications (2)

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EP0178534A1 true EP0178534A1 (en) 1986-04-23
EP0178534B1 EP0178534B1 (en) 1988-05-18

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EP85112474A Expired EP0178534B1 (en) 1984-10-16 1985-10-02 Control device for a combustion engine with turbo compressor

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US (1) US4680933A (en)
EP (1) EP0178534B1 (en)
JP (1) JPS6198934A (en)
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EP0349151A1 (en) * 1988-06-29 1990-01-03 Isuzu Motors Limited Drive system for turbocharger with rotary electric machine
EP0352063A1 (en) * 1988-07-18 1990-01-24 Isuzu Ceramics Research Institute Co., Ltd. Drive system for turbochargers with rotary electric machines
EP0352064A1 (en) * 1988-07-18 1990-01-24 Isuzu Ceramics Research Institute Co., Ltd. Drive system for turbochargers with rotary electric machines
EP0301888B1 (en) * 1987-07-29 1992-10-28 Isuzu Motors Limited Device for controlling turbocharger with electric rotary machine
EP0301911B1 (en) * 1987-07-30 1993-02-03 Isuzu Motors Limited Device for controlling turbocharger with electric rotary machine
DE19518317A1 (en) * 1995-05-18 1996-11-21 Gerhard Dr Ing Huber Turbocharger for IC engine
DE10346555B4 (en) * 2002-10-07 2013-04-11 Toyota Jidosha K.K. Operating control device for an electric motor and control method for this
CN107208595A (en) * 2015-01-05 2017-09-26 三菱重工业株式会社 The starter and method of internal combustion engine

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US6134889A (en) * 1999-04-28 2000-10-24 Detroit Diesel Corporation Variable geometry turbocharging system and method
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FR2819551B1 (en) * 2001-01-16 2003-09-05 Sagem METHOD FOR CONTROLLING AN ELECTRIC MOTOR SUPPORTING A TURBOCHARGER OF A HEAT ENGINE
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EP0079100A1 (en) * 1981-11-10 1983-05-18 Microturbo S.A. Turbo charger for a combustion engine

Cited By (14)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0294985A1 (en) * 1987-05-30 1988-12-14 Isuzu Motors Limited Device for controlling turbocharger with rotary electric machine
US4901530A (en) * 1987-05-30 1990-02-20 Isuzu Motor Limited Device for controlling turbocharger with rotary electric machine
EP0301888B1 (en) * 1987-07-29 1992-10-28 Isuzu Motors Limited Device for controlling turbocharger with electric rotary machine
EP0301911B1 (en) * 1987-07-30 1993-02-03 Isuzu Motors Limited Device for controlling turbocharger with electric rotary machine
EP0349151A1 (en) * 1988-06-29 1990-01-03 Isuzu Motors Limited Drive system for turbocharger with rotary electric machine
EP0352064A1 (en) * 1988-07-18 1990-01-24 Isuzu Ceramics Research Institute Co., Ltd. Drive system for turbochargers with rotary electric machines
EP0352063A1 (en) * 1988-07-18 1990-01-24 Isuzu Ceramics Research Institute Co., Ltd. Drive system for turbochargers with rotary electric machines
DE19518317A1 (en) * 1995-05-18 1996-11-21 Gerhard Dr Ing Huber Turbocharger for IC engine
DE19518317C2 (en) * 1995-05-18 2000-01-20 Gerhard Huber Device and method for operating an electrically assisted turbocharger
DE10346555B4 (en) * 2002-10-07 2013-04-11 Toyota Jidosha K.K. Operating control device for an electric motor and control method for this
CN107208595A (en) * 2015-01-05 2017-09-26 三菱重工业株式会社 The starter and method of internal combustion engine
EP3232048A4 (en) * 2015-01-05 2018-01-10 Mitsubishi Heavy Industries, Ltd. Device and method for starting internal combustion engine
US10308338B2 (en) 2015-01-05 2019-06-04 Mitsubishi Heavy Industries, Ltd. Device and method for starting internal combustion engine
CN107208595B (en) * 2015-01-05 2019-07-16 三菱重工业株式会社 The starter and method of internal combustion engine

Also Published As

Publication number Publication date
YU165485A (en) 1988-08-31
ES8609588A1 (en) 1986-07-16
KR940000335B1 (en) 1994-01-17
RO94033A (en) 1988-03-30
EP0178534B1 (en) 1988-05-18
FI79385B (en) 1989-08-31
FI853315A0 (en) 1985-08-29
ES547939A0 (en) 1986-07-16
US4680933A (en) 1987-07-21
PL255781A1 (en) 1986-07-29
RO94033B (en) 1988-03-31
PL145731B1 (en) 1988-10-31
KR860003418A (en) 1986-05-23
DE3437872C1 (en) 1986-05-28
DD238419A5 (en) 1986-08-20
JPH0341659B2 (en) 1991-06-24
JPS6198934A (en) 1986-05-17
FI853315L (en) 1986-04-17
SU1382408A3 (en) 1988-03-15
DE3562796D1 (en) 1988-06-23
FI79385C (en) 1989-12-11

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